Improvement in car-trucks



F. W. SOHROEDER:

Gar-Truck.

Patented April I, 1879.

N.PETERS. FHOTCiUTMOGRAPHER. WASHINGTON, D-c.

I of the car and its supporting truck-frame in UNITED STATES PATENTOEEIcE.

FREDERICK W. SOHROEDER, OF NEW YORK, N. Y., ASSIGNOR OF ONEHALF HISRIGHT TO ADOLFO HEGEWISCH AND DOMINGO M. MONJO, OF SAME PLACEIMPROVEMENT IN CAR-TRUCKS.

Specification forming part of Letters Patent No. 21 3,840, dated April1, 1879; application filed October 7, 1878.

To all whom it may concern:

Be it known that I, FREDERICK WILLIAM SGHROEDER, of the city, county,and State of New York, have invented a new and useful Improvement inRailway-Oar Trucks, of which the following is the specification:

The object of this invention is to construct a car-truck in such amanner as to prevent the transmission of shocks to the car, which wouldoccur by the passing of the wheels over asperities of the track, andalso to guard against the derailment of the truck by the breakage of anaxle.

The nature of the invention consists in providing a laminated cushion ofindia rubber, and some suitable elastic covering of the same, whichshall be interposed between the bearing such a manner as to interceptand absorb the shocks of the truck-frame.

A central support or bearing for the axles is also provided for eachtruck, the said support being also cushioned against the abovementionedlaminated cushion, and the shocks transmitted through it beingintercepted and absorbed by the said cushion, as well as the shockstransmitted from the wheels through the journal boxes or bearingsproper.

The invention will be readily understood by reference to theaccompanying drawings, of which Figure 1 is a longitudinal sectionalelevation of one of the improved trucks, taken on the line as w of Fig.3. Fig. 2 is a transverse sectional elevation of the improved truck,taken on the line 3 y of Fig. 3. Fig. 3 is a general plan of the truck.

The side and end beams A A of the truckframe may be of the usual or anyapproved form of construction. The central transverse or bearing beam Awill, as is ordinarily the case, be constructed to receive and sustainthe weight of the car.

Centrally located beneath the bottom of the beam A and. secured to it,will be a longitudin al auxiliary frame or truss, B B, the lower side ofwhich, near its ends, will carry bearing-boxes b and b, which willprovide bearings for the central parts of the axles O and G. Thussupported, it either of the axles should become broken the centralbearing would support the longer end of the broken part, and thusprevent the broken axle from catching in the ground or on the ties, andthe almost inevitable derailment of the car.

The bearingboxes b and need not fit the axle so tightly as to formbearin gs for the axles when all of the parts are perfect, but only toembrace the said axles loosely, and in such a manner as to instantlysupply the needed sup port in case of breakage; but, of course, thecentral bearing-boxes may, if desired, be so constructed as to supplyconstant bearings for the axles. These auxiliary frames or trusses willpreferably be formed of a top or truss beam, B, which will be securelybolted to the bottom of the transverse beam A and a bottom loose beam orfollower, B, secured to or in place with the fixed beam by means of theside guides, b and b and the end guides, b and b the construction ofthese parts being such as to permit the lower or follower beam freevertical play as governed by the connecting-axles and the interposedsprings D D.

Between the transverse beam A of the cartruck and the transversebearing-beam or bolster E of the car-frame will be interposed theking-bolt or turn-table pivot-pin F, the lower end of which will findits socket in a suitable step-plate embedded in the beam A A suit ablesocket-plate or housing-piece, G, will be securely bolted to the bottomside of the beam or bolster E, and will embrace and hold in place thehead f of the king-bolt or pivot-pin F. This piece G will simply act asa lateral guide and stay for pin F, while the whole weight of the carand its contents will be su perimposed on the head f of the pin F. Therewill, however, be interposed between the bolster-piece E and the head ofthe pin F a laminated cushion, H, which will receive all of theconcussions from the truck-frame that would otherwise be transmitted tothe car. This 1am inated cushion will not only receive the concussionsthat will arise by reason of the wheels passing over asperities of thetrack, and thereby ease the wear both upon the road-bed and the rollingstock, but will also largely absorb the sound-waves imparted to the airby reason of such concussions, and thereby materially lessen the noiseof a passing train.

The laminated cushion II is composed of a central piece, 11, ofindia-rnbber, and two covering-pads, h, which will be formed of sheetsof cork, leather, celluloid, or some other suitable covering material,which will protect the india-rubber from vulcanization or otherdeterioration or injury. These sheets h are to be firmly secured to thesides of the india-rubber sheet h by some suitablewater-proofcementsuch, for instance, as rubber cement-thus holding thesheets or layers of this cushion firmly together, so as to form a solidlaminated cushion.

The cushion II may extend continuously nearly the entire length of thebearing beam E, or it may be put in in short pieces, of, say,tour orlive inches, more or less, with intervening spaces of correspondinglengths.

A supporting-strap, B is fixed to the top beam, B, and embraces thelower beam, 13', so as to hold the latter in position in case ofbreakage, and thereby hold up the axle when required.

I am aware that central beams have heretofore been used in car-truckstor the support of the bearing-boxes of the inner ends of what are knownas independent axles but such is not my use. my explicit use of thecentral beams being to combine them with the central parts of thecontinuous axles (l and U, as auxiliary supports in case of accident.

I am well aware that laminated cushions formed of sheets of india-rubberinterposed between metal plates have heretofore been used below thebolster-bearing ot' a truckframe; but as the india-rubber placed incontact with metal very rapidly becomes vulcanized and worthless, I makeno claim to such a use of india-rubber, but always use the indiarubbersheet in such a way as to protectit by some suitable elasticprotecting-cushion, such as I have hereinbefore described. Thislaminated cushion is essentially necessary for a truck having a centralsupport for its axles, as the shocks imparted to either of its wheelsare absorbed in this cushion without liability to breakage of any of theparts of the truck. This laminated cushion, extending as it does, asabove described, from side to side of the truck-i. e., nearly the wholelength of the bolster-piece E-afl'ords a cushioned bearing for the endsof the pieces A and E, and a consequent cushion for the side hearings,as well as the center of the pivot-pin F.

Having described my invention, I claim- 1. The axle-support B B' b 1),arranged so as to be vertically self-adjusting and applied to thecenters of car-axles, as and for the purpose set forth.

:2. The self-adjusting axle-support B B b b, in combination with thebearing-beam A of the truck-frame and the central parts of the axles (lC, as and for the purpose set forth.

3. The pivot-pin F, the laminated cushion II, of india-rubber, andsuitable protectingsheets of elastic material, and the supportingbeam E,combined and arranged as and for the purpose set forth.

4. The central support B B b b, and the beam A, iii combination with thepivot-pin F, cushion I], and supporting-beam E, as and for the purposeset forth.

FREDERICK WILLIAM SCHROl-ZDER.

\Yitncsses:

M. RANDOLPH, Jxo. BAssE'r'r, Jr.

